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Transport

My hon. Friend makes an excellent point. We are halfway through the £24.5 billion road investment strategy 2 programme. My call—I think it probably aligns with his—is that that is closely monitored and that in place of those projects that are going to be held up, shovel-ready projects that might have been in RIS3 can be put in RIS2. I think that there are issues on that front in relation to the A303. The Committee pledges to look at that.

My hon. Friend takes me on to roads. I am keen that we continue with the audit of smart motorways to ensure that roads are safer, with some of the retrospective

fittings that should perhaps have been made in the first place. I recognise the Department’s commitment on that front.

In the Bill, can we prohibit pavement parking outside London? That approach has worked in London since the early 1970s, and it is time to take it elsewhere.

In urban centres, 50% of all journeys will need to be active by 2030 if we are to hit our target. Can we embrace change, technology and innovation? I know that some will speak about e-scooters and say that more needs to be done to tackle them. At the moment they are illegal, but they are out there and nothing seems to stop them. It is better to regulate and control them and make them better than to pretend that they do not exist. How is it that I can buy a bike or a car, but only hire an e-scooter? Surely it is time to catch up with science.

On decarbonisation, I welcome the commitment to 4,000 zero-emission buses. I know that 2,000 have been funded, but not enough are on the road right now. We need to do more to get them delivered, not least because it helps our manufacturing sector, as they are unique to this country.

Although 37% of our rail track is electrified, there are another 6,100 miles to go. We need to look at hydrogen and bio mode, but electrification is the only game in town at the moment. If we had a rolling programme in place, perhaps we would be able to deliver it more cheaply than the £2.5 million per mile that it currently costs. Germany has a rolling programme that costs £500,000 per mile. The more we do, the cheaper it becomes.

On aviation, we need to back a winner, and sustainable aviation fuel is that winner. It needs a mandate and a contracts for difference market, which is delivered for electricity. The Government can really do more on that front.

On maritime, as well as protecting seafarers—we need to look at insolvency legislation all over again with regard to employment rights—we know that moves are afoot in the European Union on biometric testing, which will hammer our ports and our short supply chain routes if we do not do more.

Finally, on road, I welcome the 2030 target, but it will be incredibly difficult to meet if we do not get more people buying electric vehicles. The zero-emission vehicle mandate is a great idea, but it comes into force only in 2025. Only 6.6% of new cars sold are electric. In the second-hand car market it is only 0.3%, although those may be a previous year’s figures. We are doing a lot more. Range anxiety will reduce as the Government invest more in smart charging and develop interoperability, but I am worried about delivering for people, especially the third of all households that do not have charging at home.

Once we all have electric vehicles, there will be a hole in the Exchequer because 4% of all tax receipts come from fuel duty or vehicle excise duty. That is £35 billion of funds. Only about 20% of that goes on to the road, so if we want to continue to invest in roads as well as schools and hospitals, we will have to find a way of replacing those taxes. It is time for road pricing. It will work; we have the technology to allow it to work. The beauty of it is that it is similar to the current system: the more you drive and the bigger your vehicle, the more you pay. It is time for bold decisions on such matters. We must not wait until it is too late. I know that the Government are all about bold decisions, and we will work very closely in that regard.